206 - 205 - Ec1ad47a2a29 - Trike Manual PDF

Operator’s manual
applies to “Plus”, “Spider” and “Twister” trikes
updated in July, 2006
This is the original manual of Pipistrel d.o.o.

Should third-party translations to other languages contain any inconsistencies,
Pipistrel d.o.o. denies all responsibility.
WARNING!
As this manual applies to all models of trikes it is mandatory to designate
those specific parts of this manual that regard the aircraft you own.
This booklet MUST be present inside the cockpit at all times!

Should you be selling the aircraft make sure this manual is handed over to the new owner.
2 Trike pipistrel.si
Trike model:
Serial number:
Date of production:
Aircraft emtpy weight (kg):
Available fuel weight (kg):
Available cargo weight (kg):
Installed appliances included in aircraft empty weight:
Date and place of issue: Ajdovščina,

pipistrel.si Trike 3
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Enter and sign the list of revised pages in the manual into the spaces provided below. All revised pages
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This manual contains _____ original and revised pages listed below.
Pages State:
Cover Original
Page numbering Original
Index of revised pages 3 Original
List of valid pages 4 Original
Table of contents 5 Original
General 7-9 Original
Limitations 11 - 17 Original
Emergency procedures 19 - 22 Original
Normal procedures 23 - 36 Original
Performance 37 - 45 Original
Weight and balance 47 - 49 Original
Aircraft and systems on board 51 - 64 Original
Handling and maintenance 65 - 73 Original
Appendix 75 - 103 Original
Caution:
This manual is valid only if it contains all of the original and revised pages listed above.
Each page to be revised must be removed, shredded and later replaced with the new, revised page in
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Table of contents
General
Limitations
Emergency procedures
Normal procedures
Performance
Weight and balance
Aircraft and systems on board
Handling and maintenance
Appendix
This page is intentionally left blank.

Splošno
General
Introduction
Certification basis
Notes and remarks
Technical data & 3-view

drawing
Wing
General
Introduction Certification basis

This manual contains all information needed PIPISTREL d.o.o Ajdovscina possesses the
for appropriate and safe use of trikes manufacturing licence issued by URSZP (ULN
no.: P-03) for Trikes.
IT IS MANDATORY TO CAREFULLY
STUDY THIS MANUAL PRIOR TO USE Trikes are certified at URSZP according to the
OF AIRCRAFT standards of the Republic of Slovenia and the
Type Certificate.
In case of aircraft damage or people injury
resulting form disobeying instructions in the
manual PIPISTREL d.o.o. Ajdovscina denies all
responsibility.
All text, design, layout and graphics are

owned by PIPISTREL d.o.o. Ajdovscina.
Therefore this manual and any of its contents
may not be copied or distributed in any man-
ner (electronic, web or printed) without the
prior consent of PIPISTREL d.o.o. Ajdovscina
Notes and remarks

Safety definitions used in the manual:
WARNING! Disregarding the following instructions leads to severe deterioration of flight

safety and hazardous situations, including such resulting in injury and loss of life.
CAUTION! Disregarding the following instructions leads to serious deterioration of flight

safety.
General
Technical data & 3-view drawing

TRIKE Plus Spider Twister
seats 2 2 2
height 3,56 m 3,56 m 3,56 m
length 2,5 m 2,5 m 2,5 m
standard engine Rotax 503 Rotax 582 Rotax 912
engine power 39,5 kW (53 HP) 47,7 kW (64 HP) 59,7 kW (80 HP)
ground adju- ground adju- ground adju-
stable stable stable
2-blade 4-blade 3-blade
propeller composite composite composite
105 kg (231 120 kg (264
93 kg (205 lbs)
trike empty weight (excl. wing) lbs) lbs)
fuel reservoir capacity 43 l (11 gal) 43 l (11 gal) 43 l (11 gal)
rescue parachute mount no yes yes
General
Wing
Hazzard 15 and Hazzard 12 by Sirio are wings made of alluminium alloy Erghal, which has a stiffness
close to steel. The wing fabric is a combination of Trilam and reinforced Dacron materials.
Both wings are exceptionally stiff and do not degrade in quality of geometry during time. Both
wings are UV resistant, but the fabric is to be replaced after a prolonged period of time if porosity is
noticed.
Trilam and Dacron fabric are not sensitive to wrinkles, therfore the wing has a virtually infinite life.
Wing technical data
WING Hazzard 15 Hazzard 12

wing area 15 m2 12,5 m2
weight 48 kg 52 kg
wing-span 10,2 m 10,5 m
vitkost 6,84 7,2
number of ribs 34 40
tubular spars Erghal Erghal
plastic coated anti-rust plastic coated anti-rust
wire ropes metal metal
wing fabric Trilam, re. Dacron Trilam, re. Dacron
Omejitve
Limitations
Introduction
Operational velocities
Engine, fuel, oil
Weight limits
Manoeuvre limits
G-load factors
Crew
Types of operations
Minimum equipment list
Other restrictions
Warning placecards
Limitation
Introduction
This chapter provides information about operational restrictions, instrument markings and basic
knowledge on safe operation of aircraft, engine and on-board appliances.
Operational velocities
Speed limits
Hazzard 15M Hazzard 12M
Velocity IAS IAS Remarks
[km/h (kts)] [km/h (kts)]
Never exceed this speed
in horizontal flight. When
Maximum permitted flying close to the Vmax
Vmax horizontal speed 70 (38) 80 (43) never use more than
one third of controls'
deflecions.
Never exceed this speed.
Should the VNE be excee-
ded, land as soon as pos-
Velocity never to
VNE be exceeded 100 (54) 120 (65) sible and have the aircraft
verified for airworthiness
by authorised service per-
sonnel.
Below this speed, at full tri-
Manoeuvering angle forward, the wing
VA velocity 80 (43) 80 (43) will stall before reaching
maximum permitted load.
Flight below this airspeed
may result in complete
Vs0 Stall speed 47 (25) 50 (27) stall and loss of control
over aircraft.
Oznake na merilniku hitrosti

MARKING IAS [km/h (kts)] definition
green arc
- 80 Range of normal operation. Upper limit is VA.
( - 43)
yellow arc
80 - 120 Manouvre the aircraft with great caution in calm air only.
(43 - 65)
red line
120 Maximum permitted airspeed
(65)
Limitations
Engine, fuel, oil

Engine manufacturer: ROTAX
Engine types: ROTAX 503, ROTAX 582, ROTAX 912
The engine
TEMPERATURE °C / ROTAX ENGINE 503 UL 582 UL 912 UL
cylinder head temp. (CHT); min., work, highest 100; 200; 250 110; 130; 150 80; 110; 150
max. CHT difference 20 10 /
exhaust gas temp. (EGT); normal, max. 460-580; 650 500-620; 650 650-800; 900
max. EGT difference 25 25 30
air intake temp. (AIR); highest 40 40 40
cooling fluids temp. (WATER); min., highest / 50; 80 50; 110
oils temp. (OIL TEMP); min., normal, highest / 50; 90-110; 140
RPM, PRESSURE 503 UL 582 UL 912 UL
oil pressure (OIL PRESS); lowest, highest / / 0,2; 6,0
engine revolutions (RPM); on ground recom. 6400 6100 5500
RPM on ground; max. allowable 6800 6800 5800
magneto check at (RPM) 3500 3500 4000
max. single magneto drop (RPM) 200 200 300
Fuel and oil

ROTAX ENGINE 503 UL 582 UL 912 UL
recommended fuel leaded or leaded or
unleaded super
unleaded super unleaded super
fuel to be discouraged from using everything everything leaded* or
under AKI 87 under AKI 87 100LL*
recommended oil super 2-stroke super 2-stroke API SJ SAE
API-TC API-TC 10W-50
*Engine life is reduced. Should you be forced to used this kind of fuel, change of engine oil every
50 flight hours is crucial. Please consult the manufacturer on which type of oil to use.
IMPORTANT!
Two-stroke engines should be powered only by fuel complying with MON 83 (or higher) or RON 90
(or higher) classification. As for mixing fuel and oil manually, it is best to use recommended oil (see
above). Dedicated lead additives should not be used (see detailed instructions in the engine manu-
al).
MIXING RATIO: 50 UNITS of FUEL and 1 UNIT of OIL (e.g. 2 dl of oil every 10 litres of fuel)
When using engines equipped with oil injection pump it is vital to monitor the oil level in its contai-
ner. There should always be enough oil to suffice for the intended flight duration, including reserve.
Four-stroke engines should only be powered by unleaded fuel, for lead sedimentation inside the en-
gine shortens its life. Provided you are unable to use unleaded fuel, make sure engine oil and the oil
filter are replaced every 50 flight hours.
Limitations
Propeller
standard propeler Pipistrel BAM 2 Pipistrel BAM 2 Pipistrel BAM 2
option Pipistrel VARIO Pipistrel VARIO Pipistrel VARIO
Engine instrument markings

WARNING: fill in engine specific values.
Red line Green arc Yellow arc Red line
Instrument
(minimum) (normal) (caution) (maximum)
Tachometer (RPM)
Oil temperature
Cylinder head temp.
Oil pressure
Fuel quantity
Weight limits
Standard model empty weights:
WEIGHT Plus Spider Twister
aircraft emtpy weight (excl. wing) 93 kg 105 kg 120 kg
maximum take-off weight (MTOW) 350 kg 350 kg 350 kg
fuel capacity 43 l 43 l 43
max. fuel weight allowable 32,7 kg 32,7 kg 32,7 kg
minimum crew weight no limit no limit no limit
Manoeuvre limits
All manoeuvres must be performed within allowable airspeed limits. The aircraft is certi-
fied as an ultralight aircraft.
Following NON-aerobatic manoeuvres are permitted as defined:
• Steep turn (max. 60° bank with single pilot, max. 45° with 2 pilots)
• Power on and off stalls not below 150 meters (500 feet) above ground level.
Limitation
G-load factors
max. positive wing load: +4G
max. negative wing load: –2G
Cockpit crew
• There is NO LIMIT to the minimum cockpit crew weight.
• Maximum takeoff weight (MTOM) MUST NOT, under any circumstances, exceed 350 kg.
Types of operations
Powered hang-gliders are built to fly under daylight visual flight rules
(day VFR) in zero icing conditions.
Minimum equipment list

• Airspeed indicator
• Altimeter
• Compass
Other restrictions
Due to flight safety reasons it is forbidden to:
• fly in heavy rainfalls;
• fly during thunderstorm activity;
• fly in a blizzard;
• fly according to instrumental flight rules (IFR) or attempt to fly in zero visibility condi-
tions (IMC);
• fly when outside air temperature (OAT) reaches 40°C or higher;
• perform any form of aerobatic flying;

Limitations
Warning placecards
Powered hang-gliders are categorised as an Ultralight aircraft and must
wear a warning placecard as such. The placecard indicates the
aircraft was not built according to the ICAO standards and is therefore
flown completely at pilot’s own risk.
Introduction
Pre-stall flight
Stall
Engine failure
Landing out
Engine fire
Electrical cable fire
Carburator icing
Exceeding VNE
Introduction
This chapter provides information on how to react when confronted with typical flight hazards.
Pre-stall flight
The powered-hangglider typically begins to stall at airspeeds below 50 km/h (27 kts) , depending on
the current weight. The powered-hangglider is constructed and built in such a manner that a pilot
cannot maneuvre the aircraft into a deep stall where the aircraft would drop the nose and start to
loose height rapidly.
Pre-stall with engine idle or off

Even if the triangle is completely pushed forward the powered-hangglider still remains flyable, but
looses height relatively fast. Under such conditions the airspeed stabilises at about 45 km/h (24 kts)
and the vertical sink at about 3 m/s (600 fpm). The powered-hangglider is rather unstable and the
pilot should constantly correct eventual bank deviations using gentle, non sudden movements.
Should you attempt to perform pre-stall flight in a slightly banked curve you shoud know the perfor-
mance is rather the same. However, at banks exceeding 20° the nose drops significantly.
Pre-stall under power

With the triangle pushed completely forward and full throttle the powered-hangglider begins to
climb and remains under full control authority. At banks over 40° the nose will drop significantly.
Stall
If the powered-hangglider stalled while in a banked turn, first set the triangle to neutral position,
then pull the bar towards yourself to ensure proper airspeed.
If the powered-hangglider stalled in straight flight for whatever reson, it is enough to pull the tri-
angle towards yourself to ensure proper airspeed and then reinitiate horizontal flight by pushing the
bar slightly forward.
This maneouvre must be performed gently, since the airspeed may inscrease greatly during a pro-
longed recovery phased. The airspeed may be so high that a sudden push of bar may result in a look
or inverted flight. This causes the trike to fall into the wing and concequentially in-flight break-up of
the aircraft.
WARNING! During final recovery phase the movements of the triangle must be gently, as
the airspeed may be very high. Special attention must be payed not to exceed the maximum per-
mitted speed (VNE) and/or maximum g-load factors.
After reinitiating horizontal attitude, add throttle and continue flight.

Engine failure
Engine failure on take-off
Ensure proper airspeed first (triangle back)! Land while maintaining runway heading and avoid even-
tual obstacles. Master switch to ''OFF''.
WARNING! IF NOT ABSOLUTELY NECESSARY, DO NOT CHANGE YOUR COURSE AND DO NOT
MAKE ANY TURNS!
After having landed ensure proper safety to the aircraft and remove it from the runway not to
obstruct other air traffic (if possible).
Engine failure en-route

Ensure proper airspee first (triangle back), anayise the terrain underneath and choose one most suta-
ble for landing out.
WARNING! The decision where to land when landing out is FINAL! DO NOT change your
mind even if you happen to come across a different, perhaps more appropriate landing site.
Provided there is enough height, react as follows:
Make sure the master switch is in the ON position (key full right) and magneto switches both set to
ON.
Should the propeller not be spinning (motor blocked!), the engine is probably seriously damaged.
In this case DO NOT attempt to restart the engine. Instead, begin with the landing out procedure
immediately.
Should the propeller be spinned by air current freely, fuel or electrical system is probably malfunctio-
ning. Verify on-board fuel quantity and make sure both magneto switches are set to ON.
Restart the engine.
Emergency landing out

1. Master switch OFF (key in full left position).
2. Approach and land with extreme caution, maintaining proper airspeed.
3. After having landed abandon the aircraft immediately.
The landing out manoeuvre MUST be preformed with regard to all normal flight parameters.
Engine fire
Engine fire on ground
This phenomenon is very rare in the field of Ultralight aviation. However, coming across engine fire
on ground, react as follows:
1. Come to a full-stop, engage starter and set throttle to full power.

2. Master switch OFF immediately after the engine has stopped.
3. Abandon the aircraft and start fire extinguishing.
WARNING! After the fire has been extinguished DO NOT attempt to restart the engine.
Engine fire in flight

2. Set power to full (throttle lever in full forward position).
3. Disconnect the battery from the circuit (pull battery disc. ring on the switch column)
4. Close all windows and set all ventilation devices to OFF.
5. Perform side-slip (crab) manoeuvre in direction opposite the fire.
6. Perform emergency landing out procedure.
Electrical cable fire

Spreading smoke is most definitely a concequence of electrical cables overheating due to a short cir-
cuit. Should you encounter this phenomenon:
Set master switch to I position, which disconnects all of the electrical system (also instruments)
from the circuit, except for the engine. As engine continues to function normally, plan and per-
form landing as soon as possible.
Carburator icing
First noticable signs of carburator icing are loud engine noises and gradual loss of power.
Carburator icing may occur even at temperatures as high as 10°C, provided the air humidity is
increased.
One should know that aircrafts equipped with two-stroke engines, powered by fuel and oil mixture,
hardly ever suffer from carburator icing phenomenon. However, the probability of carburator icing is
increased by planes equipped with two-stroke engines using a separate oil injection unit and four-
stroke engines.
Should you be suspecting carburator icing to take place, descent immediately!

In case of complete power loss perform emergency landing out procedure.
Exceeding VNE
Should the VNE be exceeded, reduce airspeed slowly and continue flying using gentle control de-
flections. Land safely as soon as possible and have the aircraft verified for airworthiness by
authorised service personnel.
Normal procedures
Normal procedures
Introduction
Assembling and
disassembling the
aircraft
Daily check-up
Preflight check-up
Normal procedures and

recommended speeds
Normal procedures
Introduction
This chapter provides information on everything needed to fly the trike safely.
Assembling the powered-hangglider

WARNING! The wing MUST be assembled only by the pilot himself! The help of friends should
be limited only to lifting the wing at the beginning and at the end of the assembly. All other help, in-
tentional or unintetnional may lead to a future accident for reasons of imperfect communication to
the pilot or insufficient knowledge of the helpers.
Assembling the Hazzard wing(s)

After you arrive at the airfield find an open spa- With a help of a friend then turn the wing over
ce on low grass. Do not attempt to start assem- so that it lies with the triangle on the ground.
bling the wing on ashpalt or other hard surface Spread the wingtips slightly and pay attention
as you will damage the outer wing fabric. not to cross-over the wire ropes.
Place the wing pouch on the ground so that Lift the top pyramide strut and place it into its
the zipper is facing upwards. Unzip the zipper bushing. Spread the wingtips even more and
fully and take out both bags with ribs, the nose take the ribs for one side of the wing out of the
cap and control tube. bag. Separate the straight ribs from the curved
ribs now.
In case the wing was packed ''short'' first undo
the fabric so that the leading edge becomes Take one, whichever rib, into your hand and
straight. Take the extender of the side tube determine which side the top plastic part is
out of the bag and place it onto the tube while bent to. This will tell you to which side of the
pressing the button on the tube itself. Note wing the rib belongs. To spare this job simply
the markings on the extender (LEFT-Sinistra, follow the colour of the middle section ribs,
RIGHT-Destra) . which are usually left inside the wing at all ti-
mes.
Rotate the tube until the buttom jams into po-
sition. Insert the swivel (conical tube, perpen- Sort the ribs by size and place it by the ade-
dicular to the side strut of the wing) and bring quate opening at the back side of the wing. Do
the plastic reinforced strap over the tube so, this for both wing halfs. Then start inserting
that the semi-circle sits in the tube's groove. the ribs, starting at the middle and working
Do the same for the other side of the wing. your way towards the wingtips. Insert the ribs
with utmost care not to damage the fabric and
Now assemble the triangle. Remove the pro- stitches at the rib-pockets.
tective straps and protective foam, then take
the side oval tubes apart and mate them with After you have insterted all the ribs, secure
the control bottom tube. them with rope-loops. Do this by using the
enclosed tool. Having completed this with all
Insert the alluminium sockets on the side tu- the ribs, go ato the nose of the wing and fasten
bes to the control tube. To secure the triangle the nose rib and bring into its position. Then
push the push-pin through the holes while go to the back side of the wing again and fa-
pressing the button on the push-pin. cure the sten the upper tubes on the middle tubes and
triangle. Also, don't forget to add the safety secure them with a push-pin and washer.
washer on the other side before releasing the
button. After button release, the push-pin is
securely in position and cannot be removed.
Normal procedures
The wing is now ready to be lifted. You will way. Use your other hand to move the fabric
need some help to do this. Have a friend stand out of your eyesight.
at the back of the middle tube, while you stand
at the front. Grab the tube and lift it at the The only two ribs left should be the radial ribs
same time. at the wingtips. Insert them so that the shorter
As the wing has been lifted so high, that the straight sections come into the pocket. Then
back wire ropes of the triangle become tight, secure them with the rope loos as with all ot-
the pilot fastenes the front wire ropes to their her wing ribs.
attaching point at the front tube and secures
them with a push-pin and washer. You will For Hazzard 12 insert the round flatsheet metal
need quite some force to do this! into the wing-tip and fasten them with rivets.
The last two ribs and the radial ribs have a bu-
Place a nose cap into its position onto the velc- ilt-in spring. When installing, push the rib into
ro stripes. You may now place the wing onto the pocket, press on the spring and push the
the ground again with its wingtips facing up- push-pin into the hole in the flat-sheet metal.
wards (sitting on the nose).
The wing is now fully assembled. Do verify if
Insert the ribs on the bottom side of the wing everything is as it should be, especially that the
as well while paying attention to the paint. ribs are secured with rope-loops which must
Make sure, the bottom ribs are whole in the not interfeer with the ropes which connect the
pockets, only the loops for removal may be wing to the pyramid. If this happenes the po-
sticking out. wered hangglider will be drifting of course.
Push the swivels at the wingtips into their po-

sition and make sure they are inserted all the
2-view wing drawing

Normal procedures
Assembling the trike

At the trike side, first unwrap the main tube, which is usuallly secured to the instrument bubble with
foam for transportation. Remove the safety pins and bolts from the wing attachement joint. Remove
the top part of the joint, which you then place between the spacers on the middle main spar of the
wing.
Bring the trike to the wing, which is left tipping on the nose. This way you can drive the trike below
the wing (front wheel goes over the triangle).
Free the securing pin on the comb-joint on the upper strut of the trike and lift it to attach the wing
to the trike. Make sure that the plastic parts of the joint, which you previously placed onto the mid-
dle spar of the wing, sits nicely between the alluminium plates.
Insert the bolts into the plastic attachement joint and secure them with pins. What follows is lifting
the wing into its final position. This is easiest to do with a help of a friend, who holds the trike in po-
sition with one hand and has a safety-pin for the comb-joint ready in his other hand. You should now
lift the nose of the wing so high, the comb joint allignes and the helper can insert the bolt into the
comb joint. After that you may release the wing. Apply the safety lock to the comb joint and install
the antistall tube.
The joint between the wing and the trike must be additionally secured with a rope loop. When in-
stalling the safety loop make sure that you lead it over the main middle strut of the wing and below
the point where the antistall is attached to the trike.
Now remove the propeller covers and the powered-hangglider is ready for the preflight check-up.
Normal procedures
Daily check-up
The daily check-up matches the preflight check-up.
Preflight check-up
WARNING! Every single check-up mentioned in this chapter must be performed prior to
EVERY FLIGHT, regardless of when the previous flight took place!
The person responsible for the preflight check-up is the pilot from whom it is required
to perform the check-up in the utmost thorough and precise manner.
Provided the status of any of the parts and/or operations does not comply with conditions stated
in this chapter, the damage MUST be repaired prior to engine start-up. Disobeying this instructi-
ons may result in serious further damage to the plane and crew, including injury and loss of life!
Conducting the preflight check-up

Always perform the prefligtht check-up beginning and ending in the same position while walking
all around the powered-hangglider in-between. Always perform the preflight check-up immediately
before the flight itself.
Wing
Begin the check-up at the tip of the wing, where the front triangle wire ropes meet the middle main
spar. Verify that the pusk-pin is secured properly and run your hand over the wire ropes in both di-
rectios. This simple test will show whether any of the wire ropes is imperfect or even thorn. In this
case a small wire will pinch your finger. Next check all the linkage of the triangle, all rope-loops at
the ribs and the attachement joint between the wing and the trike. Do not forget to check the safety
loop between the wing and the trike.
Again, make sure that the swivels are in position. At the wingtips look inside the wing and make sure
that no stuts (tubes) show abnormalities, open the zippers at the side ripes and under the middle
main spar. Check everything you can see. Then close the zippers again. Make sure that the top pyra-
mide ropes are not interfeering with the ribs' rope-loops and check the push-pin at the top side of
the middle main spar.
Undo the main zipper, check the connection between the wing's spar and tightening straps. Touch
the middle main spar exactly below the point where the main wing's spar floats on top. There must
be a couple of centimeters between the middle main spar and wing's spar, otherwise the bolts of the
wing's spar may begin to grind and cut throught the middle main spar, which definitely leeds to an
serious accident. Should the wing's spar be lower than required, you may suspect the top pyramide
ropes are prolonged, which is usually a direct concequence of rough landings. In this case the top
pyramide ropes MUST be replaced.
Normal procedures
Trike
Check all the joints to verify there is no or very little free-play. Check the bolts, especially main engi-
ne and engine mount bolts to make sure they are fastened. Check all safety lock at locking pins and
the seat belts. Tyre pressure must be 1,2 bar. Inspect the tubes and wheelbase visually as well. Check
all the welds, the main bolt of the front wheel, the fuel filter and the reservoir.
Engine
Check all the mount and engine bolts, rubber shock absorbers, exhaust springs, electrical wiring, fuel
lining and the level of oil and cooling fluid with Rotax 582 and 912.
Make sure that the caps of spark plugs are firmly attached in position. Check the fuel quantity on bo-
ard and verify there is oil in the fuel (mixture) for 2-stroke engines (Rotax 503, 582)
Propeller
Pay special attention to mechanical damage to the blades, eventual crack, dents or other abnormali-
ties on the surface. Verify that the attachment bolts and the propeller flange are in perfect condition.
Normal procedures
and recommended speeds
Engine start-up
Before engine start-up
CAUTION! To ensure proper and safe use of aircraft it is essential for one to familiarise with
engine’s limitations and engine manufacturer’s safety warnings. Before engine start-up make
sure the area around the propeller is clear. It is recommended to start-up the engine with airc-
raft’s nose pointing against the wind.
Make sure the fuel quantity will suffice for the planned flight duration.
Make sure the securing bolts and safety push-pins are insterted correctly at both ends of the trian-
gle.
Engage wheel brakes.
Engine start-up
Make sure both fuel valves are open and master switch in OFF position (key full left).
Set propeller pitch to flat (prop. pitch screw to the left fully), if applicable
Should the engine be cold, apply choke (lever full back).
Set master switch ON (key in full right position). Set both magneto switches ON.
Engage engine starter and keep it engaged until the engine starts.
For two-stroke engines, set throttle to at most 3500 RPM, for four-stroke engines to 2500 RPM.
Slide the choke lever forward gradually.
Normal procedures
CAUTION! When the engine is very cold, the engine may refuse to start. Should this occur, jerk
the choke handle fully backwards and hold it there for some 20 seconds to make mixture richer.
Engine warm-up procedure

A two-stroke engine should be warmed-up at 3500 RPM, a four-stroke, however, at 2500 RPM up to
the point working temperature is reached.
Warming-up the engine you should:

1 Point aircraft’s nose against the wind.
2 Verify the engine temperature ranges within operational limits.
CAUTION! Avoid engine warm-up at idle throttle as this causes sparks to turn dirty and the
engine to overheat.
With wheel brakes engaged and triangle in full back position, first set engine power to 3500 RPM
(two-stroke engine) or 4000 RPM (four-stroke engine) in order to perform the magneto check. Set
the magneto switches OFF and back ON one by one to verify RPM drop of not more than 250 RPM
(two-stroke engines) or 300 RPM (four-stroke engine).
When the magneto check has been completed, add full power (throttle lever full forward) and moni-
tor engine’s RPM. Make sure they range between maximum recommended and maximum allowable
RPM limits.
Note that engines do not reach 5800 RPM (6800 RPM) on ground. Engines are factory set to reach
maximum ground RPM of 5300 - 5500 (6300-6500) at sea level at 20° C with propeller at minimum
pitch setting. Maximum ground RPM may vary depending on the season and service elevation.
CAUTION! Should engine’s RPM be lower than max. recom. RPM on ground or in excess of
maximum allowable RPM on ground during this manoeuvre, check engine and wiring for correct
installation.
Taxi
Stear the trike pushing right or left foot forward to stear left or right respectively. Prior to taxiing it is
essential to check wheel brakes for proper braking action. To taxi faster, increase trhottle (right foot),
brakes are activated only through the pedal with your left foot.
CAUTION! During taxi it is necessary to hold the triangle in your hands firmly. Should you
fail to do that a sudden gust of wind may cause the triangle to escape from your grip and even
overturn the powered-hangglide. Pay special attention while turning on the ground with strong
winds. Whenever you taxi with wind coming from behind you, hold the triangle in full back po-
sition.
In case you expect taxiing to last, take engine warm-up time into account and begin taxiing imme-
diately after engine start-up. Warm-up the engine during taxiing not to cause engine overheating
because of prolonged ground operation.
Holding point
Make sure the temperatures at full power range within operational limits.
Make sure the safety harnesses are fastened and secured.
Power idle.
Normal procedures
CAUTION! Should the engine start to overheat because of long taxi and holding, shut down
the engine and wait for the engine temperatures drop to reasonable values. If possible, point the
aircraft’s nose towards the wind. This will provide radiators with airflow to cool down the engine
faster.
Take-off and initial climb

Before lining-up verify the following:
Fuel quantity: sufficient

Safety harnesses: fastened
Propeller pitch: minimum - flat setting (propeller pitch knob screwed to the left fully), if applicable
Runway: clear
Now release brakes, line up and add full power.

Verify engine for sufficient RPM at full throttle (5300 - 5500 RPM).
CAUTION! Keep adding power gradually.
WARNING! Should engine RPM not reach 5300 - 5500 RPM when at full throttle, ABORT
TAKE-OFF IMMEDIATELY, come to a standstill and verify that the propeller is at minimum pitch
setting.
WARNING! Always take-off into the wind!

The powered-hangglider accelerates and reaches speed of rotation very fast. At approcimate-
ly 45 km/h (25 kts) push the triangle slightly forward (5 cm, 2 '') and you will become airborne.
Immediately after raturn the triangle into neutral position not to have a too steep angle of attack in
case of engine failure and/or to increase airspeed for a safe transition to horizontal flight.
Initial climb
When airborne, engage brakes momentarily to prevent in-flight wheel spinning.
Accelerate at full power and later maintain proper speed of climb.
Above 50 m (165 ft) reduce engine power and keep climbing at about 85% power. During climb the
powered-hangglider remains completely auto-stable and does not have the tendency to drop the
nose at banks less than 45°.
If you let the triangle go completely, it will stabilise in its neutral position and the speed will range at
about 65 km/h (35 kts).
Remember to keep the temperatures and RPM within operational limits during this manoeuvre.
CAUTION! Reduce RPM and increase speed in order to cool the engine down if necessary.
Normal procedures
Cruise
Some 3600-4000 RPM are necessary to maintain horizontal flight if you're flying alone, about 4500
RPM if there's two persons on board.
At these power settings the airspeed will stabilise at about 65 km/h (35 kts) if you have the powered-
hangglider balanced towards the back (last hole). At middle balancing setting the trike will be faster
(75 km/h, 40 kts), but you will need about 500 RPM of engine power more. At front balancing setting
the strike will fly at about 85 km/h (45 kts), but be ready for another 500 RPM more.
CAUTION! At back balancing setting the neutral position of the triangle is more to the front,
whereas at the front balancing setting the neutral position is more towards the back.
WARNING! Increased engine RPM is directly related to higher fuel consumption. The fuel
consumtion is dependant also on the propeller picth setting at a certain speed. Larger propeller
pitch, lower RPM - lower consumption the same IAS; Smaller pitch, higher RPM - higher fuel con-
sumption.
Cruising in rough atmosphere

Should you experience wake turbulence, reduce airspeed below maneouvering speed and and con-
tinue flight
CAUTION! In rough air, reduce engine power if necessary to keep airspeed below VRA.
Turns
A turn is the basic maneneouvre to change direction of flight.
To make a shallow turn in horizontal flight gently pull backwards the hand in which direction you
want the turn to be. Doing so, the trike is pulled out of the neutral position and the trike will begin to
turn. After a few moments neutralise the triangle by pulling the other hand backward a well. Doing
so, you will stabilise the powered-hangglider in a turn. At this point, you may release the triangle and
the powered-hangglider will continue to turn in a constant shallow banked curve. To exit the turn,
pull back the hand which is opposite to the direction of turn. As the flight is level again, neutralise
the forces on the triangle.
CAUTION! To enter a turn only two steps are needed: the innitiaton (pull desired hand back)
and establishment (pull the other hand back as well). The same goes for exiting the turn.
To make tighter turns you need higher entry airspeed. Keep in mind: ''The tighter the turn, the hig-
her the airspeed!''. To accelerate use either more throttle or initiate a shallow dive.
When performing steep (tight) turn you may encoutner flying through your own wake turbulence.
If this happenes, you the powered-hangglider will swing - shortly but violently. To avoid this simply
make those steeper turns in a shallow climb or dive (shallow up- or down-spiral).
Normal procedures
Landing
CAUTION! See chapter “Performance” for landing performance.
In case your powered-hangglider is equipped with the VARIO propeller, set propeller pitch to flat (full
left).
Reduce throttle and fly into final approach. For the last 30 meters (100 ft) the airspeed should be 65
km/h (35 kts) if you're the single pilot or 70 km/h (38 kts) if two persons are on board. Also, if the final
approach is turbulent, maintain a higher airspeed.
A couple of meters (feet) over the runway slowly release the triangle forward to shallow the angle
of descent. Some 10 to 20 cm (4-10 inches) over the runway bring the powered-hangglider into
horizonal flight. Conduct the actual touchdown with the main (back) wheels first. As soon as you to-
uch down, pull the triangle into full back position to make the trike sitck to the ground and prevent
eventually dangerous rebounding.
CAUTION! When descenting reduce engine power. Should you be descenting for longer periods
of time at idle throttle, jerk the throttle handle once in a while to temporarily add power not to cause
the spark plugs turn dirty.
Crosswind approach and roundout

CAUTION! Crosswinds prolong landing runway length (see chapter “Performance”).
Perform the final approach and roundout normally (as above). As the the main (back) wheels touch
the groud the trike heels heading and does not vear of course. With stonger crosswinds you may de-
sire to pull the triangle full back a little bit higher than normally.
WARNING! Landing with crosswing you MUST always touch down with the back wheels first!
Parking
Come to a complete standstill by engaging brakes. Re-check RPM drop by switching magnetos OFF
and back ON, one by one. Leave the engine running at idle RPM for a minute in order to cool it down.
Set master switch and magneto switches OFF. Set propeller pitch to flat (prop. pitch knob screwed to
the left fully) if applicable. Insert paracute rescue system handle’s safety pin (if rescue system instal-
led). Unfasten safety harnesses and exit the cockpit (watch for the wheel fairings!). Block the wheels
and secure the pitot tube by putting on a protection cover.
Slow and pre-stall flight

The powered-hangglider typically begins to stall at airspeeds below 50 km/h (27 kts) , depending on
the current weight. The powered-hangglider is constructed and built in such a manner that a pilot
cannot maneuvre the aircraft into a deep stall where the aircraft would drop the nose and start to
loose height rapidly.
Even if the triangle is completely pushed forward the powered-hangglider still remains flyable, but
looses height relatively fast. Under such conditions the airspeed stabilises at about 45 km/h (24 kts)
and the vertical sink at about 3 m/s (600 fpm). The powered-hangglider is rather unstable and the
pilot should constantly correct eventual bank deviations using gentle, non sudden movements.
Should you attempt to perform pre-stall flight in a slightly banked curve you shoud know the perfor-
mance is rather the same. However, at banks exceeding 20° the nose drops significantly.
With the triangle pushed completely forward and full throttle the powered-hangglider begins to
climb and remains under full control authority. At banks over 40° the nose will drop significantly.
Flight in light rain

Flying in light rain degrades the performace of the wing as water dropplent accumulate on the top
part of the wing (airfoil). They may cause irregular laminar characteristics and concequentially lower
lift and lower ability to carry weight at the same speed. Also, take-off run will be LONGER and stall
speed HIGHER.
Flying in rain may also leed to engine failure, as the water can soak the airfilters and enter the carbu-
retor. In this case, perform an emergency landing as safely as possible.
Flight in rough air

A powered-hangglider is an aircraft with very low wing loads and low operational airspeeds. You
should be aware of this every time you fly.
Special attention must be payed to speed, direction and gusts of wind. The effect of wing on the
wing load is evident from the Vg diagram in chapter Performance of this manual. These values must
be respected at all times! You may perform all basic maneouvres inside these limitations.
A powered-hangglider is more sensitive to wind and turbulence than a fixed wing, aerodynamically
controlled aircraft. However, crosswind is not problematic as a powered-hangglider has virtually no
vertical surface areas.
Your flight activity is completely safe (take-off, landings) up to this conditions:
Steady headwind: up to 15 km/h (9 kts)

Steady tailwind: up to 10 km/h (6 kts)
Steady crosswind: up to 5 km/h (3 kts)
WARNING! Flying in gusty wind conditions is prohibited!


Performance
Performance
Introduction
Airspeed indicator
calibration
Take-off performance
Climb performance
Cruise
Glide
Landing performance
Vg diagram
Turn load diagram
Noise levels
Performance
Introduction
This chapter provides information on aircraft’s airspeed calibration, stall speeds and general perfor-
mance. All data published was obtained from test flight analysis. Test pilots were instructed to con-
trol the plane simulating average pilot’s flying skills.
Airspeed indicator calibration (IAS to CAS)

Pitot tube’s ingenious mounting and construction makes IAS to CAS correction values insignificant.
Therefore pilots should regard IAS to be same as CAS. IAS = CAS.
Stall speeds
Stall speeds at are as follows:
Configuration: Wing HAZZARD 15 Wing HAZZARD 12

single pilot (220 kg) 40 km/h (21 kts) 42 km/h (22 kts)
two pilots (350 kg) 43 km/h (23 kts) 48 km/h (26 kts)
Take-off performance
All data published in this section was obtained under following conditions:
elevation: 100 meters (330 feet)

wind: calm
runway: dry grass runway with low-cut grass
ICAO standard atmosphere
Takeoff runway length may vary depending on the wind, temperature, elevation and
wing & propeller surface condition.
TRIKE, wing HAZZARD 15 Plus Spider Twister

take-off run (single pilot - 220 kg) 70 m (225 ft) 65 m(210 ft) 60 m (195 ft)
landing run (two pilots - 350 kg) 90 m (305 ft) 85 m (280 ft) 82 m (270 ft)
take-off distance over 15 m (50 ft) obstacle
122 m (400 ft) 100 m (330 ft) 85 m (280 ft)
(single pilot - 220 kg)
147 m (490 ft) 135 m (440ft) 125 m (410 ft)
(two pilots - 350 kg)

take-off run (single pilot - 220 kg) 75 m (240 ft) 68 m (220 ft) 61 m (200 ft)
landing run (two pilots - 350 kg) 95 m (315 ft) 92 m (300 ft) 90 m (295 ft)
140 m (460 ft) 125 m (410 ft) 115 m (380 ft)
(single pilot - 220 kg)
228 m (790 ft) 210 m (700 ft) 190 m (625 ft)
(two pilots - 350 kg)
Performance
Effect of the wind

Wind (head, cross or downwind - also called tailwind) affects aircraft’s ground speed (GS).
Headwind on takeoff and landing causes the Takeoff and Landing runway length to shorten as the
GS is smaller during these two flight stages. The opposite stands for tailwind on takeoff and landing
as tailwind prolongs Takeoff and Landing runway length significantly.
Headwind shortens Takeoff and Landing runway length by 8 meters (25 feet) with every 5 km/h
(3 kts) of wind increase (e.g. provided there is a 10 km/h (6 kts) headwind on takeoff and landing, di-
stances will be approximately 16 meters (50 feet) shorter then ones published in the manual).
Tailwind prolongs Takeoff and Landing runway length by 18-20 meters (60-65 feet) with every 5 km/
h (3kts) wind increase (e.g. provided there is a 10 km/h (6kts) tailwind on takeoff and landing, distan-
ces will be approximately 36-40 meters (120-130 feet) longer then ones published in the manual).
WARNING! Tailwind affects takeoff and landing performance by more than twice as much as
headwind does.
Climb
The table below provides data on climb performace at different weights.

4,8 m/s 5.5 m/s 6,4 m/s
best rate of climb (single pilot - 220 kg) (960 fpm) (1100 fpm) (1280 fpm)
3,9 m/s 4,1 m/s 3,5 m/s
best rate of climb (two pilots - 350 kg) (780 fpm) (820 fpm) (700 fpm)

4,3 m/s 4,9 m/s 5,5 m/s
best rate of climb (single pilot - 220 kg) (860 fpm) (980 fpm) (1100 fpm)
3,3 m/s 3,8 m/s 3,1 m/s
best rate of climb (two pilots - 350 kg) (660 fpm) (760 fpm) (620 fpm)
Cruise
The data in the table below are valid for a 75% cruise power (manifold pressure), at MTOM and flight
at 500 m (1650 ft) MSL in standard atmospheric conditions.

Wing HAZZARD 15 55 km/h (29 kts) 57 km/h (30 kts) 60 km/h (32 kts)
Wing HAZZARD 12 60 km/h (32 kts) 63 km/h (34 kts) 65 km/h (35 kts)
The cruise speed is dependant on the cruising altitude, gross weight of the aircraft, propeller pitch
and wing trim position.
Performance
Glide
The glide is defined as unpowered rightened flight at speed providing best lift over drag ratio or
minimum sink rate.
Should the engine become inoperative in flight, as a result of either intended or unintended action,
and it cannot be restarted, react as follows:
establish rightened flight at the speed providing best lift over drag ratio, if you desire to over-
come greatest distance at reach from initial altitude.
establish rightened flight at speed providing minimum sink rate, if you desire do stay airborne
the longest. This may come in handy in case you will be forced to give way to other aircraft or if you
simply need time to determine the most appropriate site to land out on.

min. sink speed (H 15) 60 km/h (32 kts) 60 km/h (32 kts) 60 km/h (32 kts)
min. sink speed (H 12) 65 km/h (35 kts) 65 km/h (35 kts) 65 km/h (35 kts)
min. sink rate (H 15, 220 kg) 1,1 m/s (220 fpm) 1,1 m/s (220 fpm) 1,1 m/s (220 fpm)
best L/D speed (H 15) 65 km/h (35 kts) 65 km/h (35 kts) 65 km/h (35 kts)
best L/D speed (H 12) 70 km/h (38 kts) 70 km/h (38 kts) 70 km/h (38 kts)
CAUTION: When the engine fails, especially in climb, the aircraft always loses some 30 meters
(100 feet) of altitude before pilots manage to establish rightened unpowered flight.
Landing performance
Landing runway length may vary depending on the elevation, gross weight, touchdown velocity,
wind direction and how aggressive the braking action is. With an airport elevation 100 meters (300
feet) and wind calm, the landing runs are as follows:

landing run (single pilot - 220 kg) 50 m (115 ft)
landing run (two pilots - 350 kg) 80 m (260 ft)

landing run (single pilot - 220 kg) 80 m (260 ft)
landing run (two pilots - 350 kg) 100 m (330 ft)
Performance
Vg diagram
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Turn load diagram
Noise levels
Noise levels are measured from the ground. The aircraft at MTOM must fly over the microphone at a
height of 150 meters (500 feet), exactly at VNE, with engine power needed to maintain horizontally
rightened flight. All versions of Pipistrel Trike noise levels measured in such manner have been offici-
ally assessed to be below 65 dB.

Weight and balance
Weight and balance

Introduction
Weighing procedure
Equipment list
Determination of CG
Weight and balance
Introduction
This chapter provides information on aircraft’s weight and balance, which is essential for safe flying
activity.
Autostability
A powered-hangglider is an autostable aircraft. This means that the mass centre of the trike will po-
sition itself under the wing exactly in the centre of gravity of the whole aircraft. Therefore, the mass
distribution on the trike itself is not of vital importance.
However, heavy objects suspended far ahead or far behing the seats may influence the position/la-
teral orientation of the trike in flight. This is most noticable at touch-down, where the front or back
wheels touch the ground respectively.
Passengers
The second (back) seat is located at or close-to mass centre of the trike, therefore the weight of the
passanger does not influence the centre of grafity. For passanger comfort there are foot rests and 4-
point safety belts mounted on the trike.
CAUTION! Should a large person be sitting on the passanger seat the pilots workspace may
become hindered at his elbows. Before take-off, make sure the pilot can operate the triangle wit-
hout obstructions.
Luggage
Should you be flying alone, you may use the back seat as your baggage space. Should there also be
a passanger on board and you still desire to carry luggage (pay attention to the MTOW), you may
attach the luggage to the frame or the trike under the passanger's seat, which would be close to the
mass centre of the trike.
WARNING! When mounting luggage onto the trike make sure you do not obstruct the para-
chute rescue system's area of operation.
WARNING! Do not, under any circumstances exceet the maximum take-off weight (MTOW)
of 350 kg.
Should you desire do have baggage compartment attached to the frame do so at an authorised ser-
vice centre. Welding onto the frame of the trike is prohibited!
Pay special attention about the packing of the luggage. Do everything to prevent parts of the lug-
gage to fly through the propeller or separate from the luggage bulk in any way. The same goes for
all equipment attached to yourself - sunglasses caught by the airflow may damage the propeller to
much you will be forced to shut down the engine and perform an emergency landing.
CAUTION! Before each take-off verify how the luggage is attached to the trike. Make sure it
cannot fall off and thereby damage the propeller.
Weight and balance
Trim procedure
Trim procedure is performed to adjust the neutral point of the control bar (triangle) more to the
front or more to the back.
Trim (lateral axis)

Trimming along the lateral axis is possible only on the ground. It involves moving the attachment jo-
int between the wing and the trike. This will change the airspeed at which the trike will fly when you
release the triangle at a certain power setting. Trimming has no influence on the centre of gravity of
the aircraft whatsoever.
Note, the more forward the attachment joint is positioned, the higher the speed will be in horizontal
flight; the more backward the attachment joint is positioned, the lower the speed will be in horizon-
tal flight.
Trim (vertical axis)

If your powered-hangglider does not fly straight forward when you release the triangle, but rather
begins to drift of course, you should know this can be corrected. First check that wing is not ripped
or has some other damage, which could influence airflow around it.
If the wing is perfectly fine, begin the trim procedure along aircraft's vertical axis. To do this simply
curve the three (3) outher-most ribs of the wing on the side the aircraft is drifting to.
CAUTION! Do not, under any circumstances bend the outer-most ribs more than 10 mm at
once!
WARNING! In case the aircraft still drifts off course after having bend the outer-most three
(3) ribs for more 50 mm, you must have your wing inspected by the manufacturer.


Introduction
Cockpit levers
Instrument panel
Undercarriage
Seats and safety

harnesses
Pitot-static lining
Air brakes (spoilers)
Power plant and propeller
Fuel system
Electrical system
Engine cooling system
Engine lubrication system
Wheel brake system

Introduction
The Pipistrel PLUS is the lightest model for beginners. With the popular Rotax engine 503 and gro-
und adjustable composite 2-blade propeller (3-blade option) its the best compromise between price
and flying characteristics. The kit version includes all cables, tubes, screws, and everything you need
to complete the aircraft.
The Pipistrel SPIDER Is the most popular Pipistrel trike. With all wheel fairing, larger front wheel and
stronger brake its very serviceable specially on wet or soft ground. It includes electric starter, 3-po-
int seat belts, running light and parking brake. For better flight comfort it mount a 4-blade ground
adjustable composite low noise propeller and gear ratio 1:4,00 on Rotax 582. The BRS, GRS, USH and
PARADELTA rescue systems are easy to mount on predisposed support.
With 4-stroke Rotax 912 UL powerful engine, strong and soft composite profiled landing gear and
full version options, Twister is the best on trike market you may choose. With propeller PIPISTREL
VARIO (variable pitch in the air) like option, and with a fast wing it became a real formula 1 trike.
Composite/plastic parts:
Fabric: 92110, 92120, 91125

Roving: NF24
Foam: 75 kg/m3 PVC 3mm, PVC 5 mm, PVC 8mm
GFK: thickness 3 mm
Paint: gelcoat
All composite parts are made of glass, carbon and kevlar fiber manufactured by Interglas GmbH.
Metal parts:
Tubes: Fe1430, CR41

Sheet metal: Fe0147
Pushrods: CR41
Wire ropes: AISI 316
Bolts and nuts: stainless steel grade 8/8
All parts and materials presented in Pipistrel Trikes are also being used
in glider and general aviation industry and all comply with aviation standards.
Control levers
Throttle and brake levers (pedals) are located on the front wheel fork. Throttle is on the right, wheel
brake pedal on the left. Just in front of the seats are hand throttle lever (if applicable), choke lever,
VARIO propeller knob (if applicable) and parachute rescue system activation handle (if applicable)
Instruments
The trikes are equipped with two different instrument panel types. The small, rectangular type which
houses only the basic instruments and switches and the larger, bubble-aerodynamic shaped instru-
ment panel with room for more instruments and switches.
Both versions come with a magnetic compass, magneto switches, master switch and starter button.
Undercarriage
Undercarriage is a tricycle with stearable nose wheel
Razmak glavnih koles: 1,40 m

Dimenzije gum: 4,00'' x 8'' (main wh.) 4.00'' x 6'' (front wh.)
Tlak v pneumatikah: 1,0 - 1,2 kg/cm2
brakes: drum or disk type
brake fluid: DOT 3 or DOT 4
Seats and safety belts

Seating configuration is raised tandem. Seats are without stiff soles and are attached to the metal
frame with velcro tapes. They can be easily removed and washed if desired and/or necessary. Seat
belts are 3 point H-type with quick release mechanism.
Power plant and propeller

Trikes may be equipped with various three engines.
Engine types:
Engine: ROTAX 503 (two-stroke inline, two cylinders, 497 cm3)
twin carburated - double electronic ignition
cooling: fan cooling
lubrication: by adding oil into fuel or using an independent oil pump
reduction gearbox: Rotax type “B” or “C”
reduction ratio: 1 : 2,58 or 1: 2,62 (1:3 optional)
el. generator output power: 170 W at 6000 RPM
starter: electric
engine power: 45 (49) HP at 6600 RPM
battery: 12 V, 8 Ah
Engine: ROTAX 582 (two-stroke inline, two cylinders, 580 cm3)

cooling: water cooling, own radiator and water pump
lubrication: by adding oil into fuel or using an independent oil inject. pump
reduction gearbox: Rotax type “B” or “C”
reduction ratio: 1 : 2,58 or 1: 2,62 (1:3 optional)
starter: electric
engine power: 64 HP at 6600 RPM
battery: 12 V, 8 Ah
Engine: ROTAX 912UL (4-stroke boxer, four cylinders, 1211 cm3)

cooling: housing aircooled, cylinder heads watercooled - own radiator and
pump, other moving parts oilcooled - own radiator and pump
lubrication: centrally oiled - own oil pump and radiator
reduction gearbox: integrated
reduction ratio: 1 : 2,27
starter: electric
engine power: 80 HP at 5500 RPM
battery: 12 V, 8 Ah
All metal ropes used are fire resistant, kept inside metal, self-lubricating flexible tubes.
Propeller types:
propeller Pipistrel BAM: 3- or 4-blade, fixed pitch composite propeller - diameter 1660 mm
propeller Pipistrel LN: 3- or 4-blade, fixed pitch composite propeller - diameter 1660 mm
propeller Pipistrel VARIO : twin blade, variable pitch composite propeller - diameter 1620 mm
VARIO propeller
A variable pitch propeller significantly increases aircraft’s takeoff, cruise and glider performance.
CAUTION! Always fly in such a manner that you are able to reach at least one landing-out site
every moment of the flight. This especially applies to unpowered flight as ignition, engine and/or
propeller malfunction may prevent you from restarting the engine and by that resuming normal
flight.
decreasing propeller pitch increasing propeller pitch
The screw in the middle of the knob indicates propeller pitch status. The screw is deep inside the knob
when at minimum pitch and slides out as propeller pitch is increased.
When taking-off, always make sure propeller is set to minimum pitch to ensure maximum engine
efficiency. To set the propeller to minimum pitch, screw the propeller pitch knob located on the in-
strument panel counter clockwise completely. Prior to taking-off, engine and propeller ground check
must be performed. At full power and propeller pitch at minimum, RPM must not exceed designated
limits. Verify also, that the RPM drop significantly when setting propeller pitch to maximum setting
(knob screwed to the right fully, but not feathered!). When returning propeller pitch back to mini-
mum setting, the RPM must reach same initial value as before engine and propeller ground check!
CAUTION! Verify RPM and engine parameters multiple times.

If propeller pitch is increased (rotate knob clockwise), engine’s RPM will drop. Do not, under any
circumstances, allow engine underrotation. Should this occur, immediately decrease prop. pitch to
regain proper engine cruise parameters.
WARNING! Both engine under- and overrotation may cause significant damage to the engi-
ne and propeller.
Propeller feathering
20°
1. propeller feathering 2. secure feathered position
WARNING! Feather propeller only after the engine has stopped and at minimum pitch.
To feather the propeller, first reduce airspeed to 90 km/h (50 kts), then pull the propeller pitch knob’s
metal base backwards fully and then rotate it 20° clockwise. A propeller pitch of approximately 70° is
reached by doing so. To feather the propeller fully (90°), rotate the knob clockwise a couple of times
until it stops.
Propeller unfeathering
To unfeather the propeller, first reduce airspeed to 90 km/h (50 kts) and screw the propeller pitch
knob to the left fully. Then pull the propeller pitch knob’s metal base slightly, rotate it counter clock-
wise for 20° and gently push it all the way to the instrument panel.
WARNING! Do not, under any circumstances, attempt to restart the engine while the propel-
ler is feathered. This would most definitely result in engine, propeller and/or aircraft’s structural
damage.
Fuel system
description: vented wing fuel tanks with refuling aperture on top
fuel capacity: 43 liters
unusable fuel: 2 liters
All fuel hoses are protected with certified glass-teflon cover. Plus's and Spider's fuel system are wit-
hout fuel return circuit. Model 912’s (Twister) fuel system features fuel return circuit.
Schematic on next side shows how the fuel feed to the engine is done.
Schematic fuel feed to the engine
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Electrical system
description: Double separated magneto ignition. Standard, 12 V circuit charges the
battery and provides power to all appliances and instruments.
master switch: key type
magneto switches: separated for each magneto
other switches: fused and equipped with control lights
battery: 12 V, 8 Ah or 5 Ah
Measured power Landing light: 4.5 A,
comsumpiton of some Nav/Strobe lights: 1 (steady) - 2 (peak) A , Cockpit light: 0.5 A,
circuit brakers: Radio & Transponder: Please consult item’s operating manual
Schematic electrical system (manual pulley starter)
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Schematic electrical system (electrical starter)
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Schematic electrical system (electrical starter & instruments)

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Engine cooling system

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��
��
Rotax 503 cooling system
The Rotax 503 engine is aircooled by use of own fan. Cold air enters through the opening on the top
engine cover and is forced to spread over the engine fins. The air then blown out of the engine com-
partment just below the firewall.
��
��
Rotax 582 cooling system ��
The Rotax 582 engine is watercooled.��

The cooling fluid circulates through the hoses via twin cooling
circuit. For that an integrated pump is used. When the engine is still cold (cold start), the thermostat
��
� � � �
allows for the fluid to circulate around the cylinders only. Later, when the engine warms-up the ther-
�
��
��
mostat switches cooling mode and the cooling fluid passes through the radiator as well.
��
��
��
The whole system is pressurised with a pressure valve located on top of the radiator. The overflow
tank fluid level must always be inside designated limits!
�
The manufacturer recommends use of cooling fluids used in car industry diluted in such a manner �
that it withstands temperatures as low as - 20° C.
��
� �
��
Rotax 912 cooling system

The Rotax 912 engine’s cylinders are watercooled. The cooling-air intake is located on the right-hand
bottom part of the engine cover.
Cylinder heads are watercooled. Own water pump forces water through the radiator, placed behind
the air intake opening on the top engine cover. The engine does not feature a thermostat valve. The
system is pressurised with a pressurised valve placed on one of the hoses. The overflow tank fluid
level must always be inside the designated limits!
The engine does not offer cooling water temp. monitoring. Only CHT is displayed in the cockpit. The
engine does not feature a cooling fan, therefore cooling it is entirely dependant on moving air cur-
rents and airspeed.
CAUTION! You are strongly discouraged from leaving the engine running at idle power when
on ground.
The manufacturer recommends use of cooling fluids used in car industry diluted in such a manner
that it withstands temperatures as low as - 20°C.
Schematic of engine cooling system - model 582
Schematic of engine cooling system - model 912

Engine lubrication system

Rotax 503 and 582 are two-stroke engines and are adequately lubricated by oil/fuel mixture. Proper
lubrication is ensured by adding 2% of syntetic of semi-syntetic oil into the fuel canister. However,
both Rotax 503 and 582 may optionally be equipped with an oil injection pump. Should your aircraft
be equipped with such a pump, refuel the aircraft with pure gasoline and add oil into a separate con-
tainer (see chapter “Limitations” for recommended oils)
Rotax 912 is a four-stroke engine, equipped with a dry carter and lubricated centrally with use of
own oil pump. All the oil needed is located inside an outer canister. When the engine is running, the
oil cools itself passing through a radiator, located on the left-hand side of the bottom engine cover.
Oil quantity can be checked visually with a oil level bar. Make sure the oil quantity is sufficient limits
at all times.
CAUTION! Oil temperature, pressure and quality is strictly defined an must not, under any cir-
cumstances, vary from its safe values.
Schematic of engine lubrication system - model 912
Wheel brake system

Wheel brake system features seperate braking action for each of the front landing gear. Wheel bra-
kes are drum or disc, wire driven (old type) or hydraulic type (new type).
Wheel brake levers is operated by pressing the on top-left pedal lever.
Hydraulic brake fluid used for hydraulic type brakes is DOT 3 or DOT 4.
To learn how to vent hydraulic brakes’ lining please see page 70 of this manual.
If the braking action on your aircraft is poor whilst the fully depressed wheel levers, please see page
71 of this manual to learn how to rectify this problem.

Handling
and maintenance
Introduction
Repairs and
spare part replacements
Preventative maintenance
Special check-ups
Draining and refuelling
Connecting Auxilary po-

wer supplies
Tie down
Storage
Cleaning
Introduction
This chapter determines handling and (preventative) maintenance terms. Also, recommended gro-
und handling is presented.
Repairs, spare part replacements and

preventative maintenance
All major repairs and spare part replacements MUST be done by
authorised service personnel.
However, you are encouraged to take care of preventative maintenance yourself. This includes:
tire and wheel bearings replacements, safety wire replacements, safety harness replacement,
light bulb replacements, fuel hose replacements, battery servicing and replacement, sparks and
spark plugs replacements and air filter replacements.
The table below indicates recommended maintenance periods:
Table legend:
C Check-up - visual only, check for free play and whether everything is in position - DO IT YOURSELF
CL Cleaning - DO IT YOURSELF
LO Lubricating, oiling - lubricate all designated parts and spots using proper lubricant -
DO IT YOURSELF
R Replacement - replace designated parts regardless of state and condition.
You are encouraged to DO undemanding replacements YOURSELF, otherwise have replace-
ments done by AUTHORISED SERVICE PERSONNEL
SR Mandatory Replacement by AUTHORISED SERVICE PERSONNEL
C/R Check and Replace if necessary
SC Special check-up - measuring, verifying tolerances and functionality - DONE BY AUTHORISED
SERVICE PERSONNEL ONLY
O Overhaul
first 5 15 50 100 200 500

daily
hours hours hours hours hours hours
TRIKE SC
alluminium tubes (d.70mm) C C C/R
steel tubes C C C
engine mount C C
engine mount shock absorber rubbers C C R
shock absorber rubbet at wing attach. C C SR
oil level in shock absorbers C SR
tyres C C/R R
wheel bearings C LO
wheel axis C
welds C
bolts C C/R
first 5 15 50 100 200 500

daily
hole roundness C/R
diagonal spar junction bolt (below seat) C C/R SR
safety belts C C/R
throttle bowden/cable C CL R
wheel brake C C/R
front wheel fork Main bolt C C/R SR
comb joint on upper strut C
safety pins and locks C
manual starter pulley C
fuel reservoir and system lines C CL
fuel filter C R
AFTER EACH REPAIR SECURE THE NUTS AND BOLTS AND LOG THE REPAIR INTO ACFT LOGBOOK
first 5 15 50 100 200 500

daily
ENGINE SC
see enclosed Rotax engine manual for detailed engine maintenance information.
In addition to Rotax manual:
two-stroke engines (overhaul every 300 hours) C
four-stroke engines (overhaul every 1.200 hours) C
carburetor filter (air) C,CL
carburetor jets, piston, spring (see Rotax MM)
electrical system, junctions, master switch C C/R
reduction gearbox oil (see Rotax MM)
propeller attachment bolts C R
engine mount bolts C R
exhaust system shock absorber C C/R R
exhaust system springs C R
exhaust system (see Rotax MM)
spark plugs (see Rotax MM)
ignition coils (see Rotax MM)
pre-ignition (see Rotax MM)
platinum pads (see Rotax MM)
vacuum pump membrane (see Rotax MM)
decarbonisation of piston and cyl. head
(see Rotax MM)
cylinder head o-ring (see Rotax MM)
manual starter rope (see Rotax MM)
cooling fan belt-drive (see Rotax MM)
carburetor rubber flange (see Rotax MM)
high-voltage ignition cables and caps
(see Rotax MM)
WARNING! AFTER EACH SERVICE OPERATION SECURE NUTS AND BOLTS AND FASTEN THEM WITH
EXACT TORQUE PERSCRIBED BY ROTAX! ALWAYS USE CORRECT FUEL MIXTURE AND WARM-UP
THE ENGINE BEFORE TAKEOFF!
first 5 15 50 100 200 500

daily
HAZZARD WING SC
main longitudinal tube C
side middle tubes C
main wing spar (tube) C
ribs (symetry check) C
swivels C/R
triangle and pyramid tubes C/R
fabric CL
fabric stitching C
bottom wire ropes C C/R
upper wire ropes C C/R
bolts C
push-pins C LO R
bolt of wing-trike joint C R
rib safety rope-loops C R
joints tube-tube C
joints tube-rope C
top of pyramid (wire rope joints) C C/R
holes roundness C/R
wire ropes (length check on template) C/R
ribs (shape check on template) C
WARNING! AFTER EACH EVENTUAL DAMAGE IT IS MANDATORY TO REPLACE THE BENT TUBES
AND VERIFY FOR THE CORRECT LENGTH OF WIRE ROPES ON THE TEMPLATE. VERIFY ALSO ALL
THE CRITICAL BOLTS FOR PERFECT CONDITION!
Special check-ups
After having exceeded VNE or landed in a rough manner:
check the undercarriage and wing surfaces and main spars for abnormalities. It is highly
recommended to have the aircraft verified for airworthiness by authorised service personnel.
Draining and refuelling

Whenever draining or refuelling make sure master switch is set to OFF (key in full left position).
Refuelling
CAUTION! Before refuelling it is necessary to ground the aircraft!
Refuelling can be done by pouring fuel through the reservoir openings on top of the reservoir.
CAUTION! Use authorised plastic canisters to transport and store fuel only! Metal canisters ca-
use for water to condensate on the inside, which may later result in engine failure.
Connecting Auxilliary power supplies

Should you be unable to start the engine due to a weak battery, auxilliary power supplies can be
connected to help starting the engine.
Connect the cables directly to the battery. Make sure you do not mix up the polarity. After you have
connected the wires correctly, start the engine normally by pressing the starter button on the dash-
board.
WARNING! The pilot must be in cockpit when starting the engine. The person who will
disconnect the cables after the engine has started must be aware of the danger of spinning
propeller nearby.
Tie down
Head the aircraft away from the wind and block all three wheels or engage the parking brake.
Secure tie-down ropes around the front tube of the undercarriage and ground it just below. At the
end, cover the pitot tube with a protection cover.
Storage
The aircraft is ideally stored in a hangar. For increased in-hangar manouvrability use of original push-
cart is recommended.
If a parachute rescue system is installed in your aircraft, make sure the activation handle safety pin is
inserted every time you leave the aircraft.
Also, disconnect the battery from the circuit to prevent battery self-discharge during storage period.
You may also desire to fold the wing and store it at a dry space.
CAUTION! Should the aircraft be stored and/or operated in areas with high atmospheric humi-
dity pay special attention to eventual corrosion of metal parts, especially inside the wings. Under
such circumstances it is necessery to replace the spoilers’ (airbrakes’) connector rod every 2 years.
Cleaning
Use pure water and a soft piece of cloth to clean the aircraft’s exterior and the wing. If you are unable
to remove certain spots, consider using mild detergents. Afterwards, rinse the entire surface thoro-
ughly. To protect the aircraft’s metal surfaces from the environmental contaminants, use best affor-
dable car wax. The seats can be removed and washed or cleaned with a vacuum cleaner.

Appendix
Appendix
Parachute rescue system:
use, handling and
maintenance
Conversion tables
Appendix
Parachute rescue system: use, handling

and maintenance
System description
The GRS rocket charged parachute rescue system provides you with a chance to rescue yourself and
the aircraft regardless of the height, velocity and nose attitude.
The system is placed inside a durable cylinder mounted on the right hand side of the baggage com-
partment. Inside this cylinder is the parachute which stored inside a deployment bag with a rocket
engine underneath.
Its brand new design presents a canopy that is not gradually frown from the container, exposed to
distortion by air currents, but it is safely open after 0,4 to 0,7 seconds in distance of 15-18 metres
above the aircraft. It is fired there in a special deployment bag, which decreases the risk of aircraft
debris breaching the canopy.
The parachute rescue system is activated manually, by pulling the activation handle mounted on the
back wall above. After being fired, the man canopy is open and fully inflated within 3,2 seconds.
WARNING! Activation handle safety pin should be inserted when the aircraft is parked or
hangared to prevent accidental deployment. However, the instant pilot boards the aircraft, safety
pin MUST be removed!
Use of parachute rescue system

In situations such as:
• structural failure
• mid-air collision
• loss of control over aircraft
• engine failure over hostile terrain
• pilot incapacitation (incl. heart attack, stroke, temp. blindness, disorientation...)
the parachute MUST be deployed. Prior to firing the system:

• shut down the engine and set master switch to OFF (key in full left position)
• shut both fuel valves
• fasten safety harnesses tightly
• protect your face and body.
To deploy the parachute pull the activation handle hard for a length of at
least 30 cm.
Once you have pulled the handle and the rocked is deployed, it will be less than two seconds before
you feel the impact produced by two forces. The first force is produced by stretching of all the sy-
stem. The force follows after the inflation of the canopy from opening impact and it will seem to you
that the aircraft is pulled backwards briefly. The airspeed is reduced instantly and the aircraft now
starts do descent to the ground underneath the canopy.
Appendix
As a pilot you should know that the phase following parachute deployment may be a great unk-
nown and a great adventure for the crew. You will be getting into situation for the first time, where a
proper landing and the determination of the landing site are out of your control.
CAUTION! Should you end up in power lines (carrying electrical current), DO NOT under any
circumstances touch any metal parts. This also applies to anyone attempting to help or rescue
you. Be aware that anyone touching a metal part while standing on the ground will probably suf-
fer mayor injury or die of electrocution. Therefore, you are strongly encouraged to confine your
movements until qualified personal arrives at the site to assist you.
After the parachute rescue system has been used or if you suspect any possible damage to the sy-
stem, do not hesitate and immediately contact the manufacturer!

Prior to every flight all visible parts of the system must be checked for proper condition. Special at-
tention should be paid to eventual corrosion on the activation handle inside the cockpit. Also, main
fastening straps on the outside of the fuselage must undamaged at all times.
Furthermore, the neither system, nor any of its parts should be exposed to moisture, vibration and
UV radiation for long periods of time to ensure proper system operation and life.
CAUTION! It is strongly recommenced to thoroughly inspect and grease the activation han-
dle, preferably using silicon oil spray, every 50 flight hours.
All major repairs and damage repairs MUST be done by the

manufacturer or authorised service personnel.
For all details concerning the GRS rescue system, please see the “GRS - Galaxy Rescue System Manual
for Assembly and Use”.
Appendix
Conversion tables
kilometers per hour (km/h) - knots (kts) - metres per sec. (m/s)
km/h kts m/s km/h kts m/s km/h kts m/s
1,853 1 0,37 63,00 34 18,34 124,16 67 36,15
3,706 2 1,07 64,86 35 18,88 126,01 68 36,69
5,560 3 1,61 66,71 36 19,42 127,87 69 37,23
7,413 4 2,15 68,56 37 19,96 129,72 70 37,77
9,266 5 2,69 70,42 38 20,50 131,57 71 38,31
11,11 6 3,23 72,27 39 21,04 133,43 72 38,86
12,97 7 3,77 74,12 40 21,58 135,28 73 39,39
14,82 8 4,31 75,98 41 22,12 137,13 74 39,93
16,67 9 4,85 77,83 42 22,66 198,99 75 40,47
18,53 10 5,39 79,68 43 23,20 140,84 76 41,01
20,38 11 5,93 81,54 44 23,74 142,69 77 41,54
22,23 12 6,47 83,39 45 24,28 144,55 78 42,08
24,09 13 7,01 85,24 46 24,82 146,40 79 42,62
25,94 14 7,55 87,10 47 25,36 148,25 80 43,16
27,79 15 8,09 88,95 48 25,90 150,10 51 43,70
29,65 16 8,63 90,80 49 26,44 151,96 82 44,24
31,50 17 9,17 92,66 50 26,98 153,81 83 44,78
33,35 18 9,71 94,51 51 27,52 155,66 84 45,32
35,21 19 10,25 96,36 52 28,05 157,52 85 45,86
37,06 20 10,79 98,22 53 28,59 159,37 86 46,40
38,91 21 11,33 100,07 54 29,13 161,22 87 46,94
40,77 22 11,81 101,92 55 29,67 163.08 88 47,48
42,62 23 12,41 103,77 56 30,21 164,93 89 48,02
44,47 24 12,95 105,63 57 30,75 166,78 90 48,56
46,33 25 13,49 107,48 58 31,29 168,64 91 49,10
48,18 26 14,03 109,33 59 31,83 170,49 92 49,64
50,03 27 14,56 111,19 60 32,37 172,34 93 50,18
51,80 28 15,10 113,04 61 32,91 174,20 94 50,12
53,74 29 15,64 114,89 62 33,45 176,05 95 51,26
55,59 30 16,18 116,75 63 33,99 177,90 96 51,80
57,44 31 16,72 118,60 64 34,53 179,76 97 52,34
59,30 32 17,26 120,45 65 35,07 181,61 98 52,88
61,15 33 17,80 122,31 66 35,61 183,46 99 53,42
Appendix
knots (kts) - metres per second (m/s)

0 1 2 3 4 5 6 7 8 9
0 0 0,51 1,02 1,54 2,05 2,57 3.08 3,60 4,11 4,63
10 0,51 5,65 6,17 6,66 7,20 7,71 8,23 8,74 9,26 9,77
20 10,28 10,80 11,31 11,83 12,34 12,86 13,37 13,89 14,40 14,91
30 25,43 15,94 16,46 16,97 17,49 18,00 18,52 19,03 19,54 20,06
40 20,57 21,09 21,60 22,12 22,63 23,15 23,66 24,17 24,69 25,20
50 25,72 26,23 26,75 27,26 27,76 28,29 28,80 29,32 29,83 30,35
60 30,86 31,38 31,89 32,41 32,92 33,43 33,95 34,46 34,98 35,49
70 36,00 36,52 37,04 37,55 38,06 38,58 39,09 39,61 40,12 40,64
80 41,15 41,67 42,18 42,69 43,21 43,72 44,24 44,75 45,27 45,78
90 46,30 46,81 47,32 47,84 48,35 48,87 49,38 49,90 50,41 50,90
metres per second (m/s) - feet per minute (100 ft/min)
100 100 100

m/sec. m/sec. m/sec.
ft/min ft/min ft/min
0,50 1 1,96 10,66 21 41,33 20,82 41 80,70
1,01 2 3,93 11,17 22 43,30 21,33 42 82,67
1,52 3 5,90 11,68 23 45,27 21,84 43 84,64
2,03 4 7,87 12,19 24 47,24 22,35 44 86,61
2,54 5 9,84 12,75 25 49,21 22,86 45 88,58
3,04 6 11,81 13,20 26 51,18 23,36 46 90,53
3,55 7 13,78 13,71 27 53,15 23,87 47 92,52
4,06 8 15,74 14,22 28 55,11 24,38 48 94,48
4,57 9 17,71 14,73 29 57,08 24,89 49 96,45
5,08 10 19,68 15,24 30 59,05 25,45 50 98,42
5,58 11 21,65 15,74 31 61,02 25,90 51 100,4
6.09 12 23,62 16,25 32 62,92 26,41 52 102,3
6,60 13 25,51 16.76 33 64,96 26,92 53 104,3
7,11 14 27,55 17,27 34 66,92 27,43 54 106,2
7,62 15 29,52 17,78 35 68,89 27,94 55 108,2
8,12 16 31,49 18,28 36 70,86 28,44 56 110,2
8,63 17 33,46 18,79 37 72,83 28,95 57 112,2
9,14 18 35,43 19,30 38 74,80 29,46 58 114,1
9,65 19 37,40 19,81 39 76,77 29,97 59 116,1
10,16 20 39,37 20,32 40 78,74 30,48 60 118,1
Appendix
ICAN (international comitee for air navigation)

temperatures, relative pressure, relative density and
CAS to TAS correction factors as related to altitude
Altitude Temperature Relative Relative Cor. factors

feet metres °C °F pressure density
-2.000 -610 18,96 66,13 1,074 1,059 0,971
-1 -305 16,98 62,56 1,036 1,029 0,985
0 0 15 59 1 1 1
1.000 305 13,01 55,43 0,964 0,971 1,014
2.000 610 11,03 51,86 0,929 0,942 1,029
3.000 914 9,056 48,30 0,896 0,915 1,045
4.000 1219 7,075 44,73 0,863 0,888 1,061
5.000 1524 5,094 41,16 0,832 0,861 1,077
6.000 1829 3,113 37,60 0,801 0,835 1,090
1.000 2134 1,132 34,03 0,771 0,810 1,110
8.000 2438 -0,850 30,47 0,742 0,785 1,128
9.000 2743 -2,831 26,90 0,714 0,761 1,145
10.000 3090 -4,812 23,33 0,687 0,738 1,163
11.000 3353 -6,793 19,77 0,661 0,715 1,182
12.000 3658 -8,774 16,20 0,635 0,693 1,201
13.000 3916 -10,75 12,64 0,611 0,671 1,220
14.000 4267 -12,73 9,074 0,587 0,649 1,240
15.000 4572 -14,71 5,507 0,564 0,629 1,260
16.000 4877 -16,69 1,941 0,541 0,608 1,281
17.000 5182 -18,68 -1,625 0,520 0,589 1,302
Appendix
metres (m) to feet (ft) conversion table
metres feet metres feet metres feet

(m) (ft) (m) (ft) (m) (ft)
0,304 1 3,280 10,36 34 111,5 20,42 67 219,81
0,609 2 6,562 10,66 35 114,8 20,72 68 223,09
0,914 3 9,843 10,97 36 118,1 21,03 69 226,37
1,219 4 13,12 11,27 37 121,3 21,33 70 229,65
1,524 5 16,40 11,58 38 124,6 21,64 71 232,94
1,828 6 19,68 11,88 39 127,9 21,91 72 236,22
2,133 7 22,96 12,19 40 131,2 22,25 73 239,50
2,438 8 26,24 12,49 41 134,5 22,55 74 242,78
2,743 9 29,52 12,80 42 137,7 22,86 75 246,06
3,048 10 32,80 13,10 43 141,1 23,16 76 249,34
3,352 11 36,08 13,41 44 144,3 23,46 77 252,62
3,657 12 39,37 13,71 45 147,6 23,77 78 255,90
3,962 13 42,65 14,02 46 150,9 24,07 79 259,18
4,267 14 45,93 14,32 47 154,1 24,38 80 262,46
4,572 15 49,21 14,63 48 157,4 24,68 81 265,74
4,876 16 52,49 14,93 49 160,7 24,99 82 269,02
5,181 17 55,77 15,24 50 164,1 25,29 83 272,31
5,48 18 59,05 15,54 51 167,3 25,60 84 275,59
5,791 19 62,33 15,84 52 170,6 25,90 85 278,87
6,096 20 65,61 16,15 53 173,8 26,21 86 282,15
6,400 21 68,89 16,45 54 177,1 26,51 87 285,43
6,705 22 72,17 16,76 55 180,4 26,82 88 288,71
7,010 23 75,45 17,06 56 183,7 27,12 89 291,99
7,310 24 78,74 17,37 57 187,0 27,43 90 295,27
7,620 25 82,02 17,67 58 190,2 27,73 91 298,55
7,948 26 85,30 17,98 59 193,5 28,04 92 301,83
8,220 27 88,58 18,28 60 196,8 28,34 93 305,11
8,530 28 91,86 18,59 61 200,1 28,65 94 308,39
8,830 29 95,14 18,89 62 203,4 28,90 95 311,68
9,144 30 98,42 19,20 63 206,6 29,26 96 314,96
9,448 31 101,7 19,50 64 209,9 29,56 97 318,24
9,750 32 104,9 19,81 65 213,2 29,87 98 321,52
10,05 33 108,2 20,12 66 216,5 30,17 99 324,80
Appendix
air pressure as related to altitude
altitude (m) pressure (hPa) pressure (inch altitude (m) pressure (hPa) pressure (inch
Hg) Hg)
-1000 1139,3 33,6 1300 866,5 25,6
-950 1132,8 33,5 1350 861,2 25,4
-900 1126,2 33,3 1400 855,9 25,3
-850 1119,7 33,1 1450 850,7 25,1
-800 1113,2 32,9 1500 845,5 25,0
-750 1106,7 32,7 1550 840,3 24,8
-700 1100,3 32,5 1600 835,2 24,7
-650 1093,8 32,3 1650 830 24,5
-600 1087,5 32,1 1700 824,9 24,4
-550 1081,1 31,9 1750 819,9 24,2
-500 1074,3 31,7 1800 814,8 24,1
-450 1068,5 31,6 1850 809,8 23,9
-400 1062,3 31,4 1900 804,8 23,8
-350 1056,0 31,2 1950 799,8 23,6
-300 1049,8 31,0 2000 794,9 23,5
-250 1043,7 30,8 2050 790,0 23,3
-200 1037,5 30,6 2100 785,1 23,2
-150 1031,4 30,5 2150 780,2 23,0
-100 1025,3 30,3 2200 775,3 22,9
-50 1019,3 30,1 2250 770,5 22,8
0 1013,3 29,9 2300 165,7 22,6
50 1007,3 29,7 2350 760,9 22,5
100 1001,3 29,6 2400 756,2 22,3
150 995,4 29,4 2450 751,4 22,2
200 989,4 29,2 2500 746,7 22,1
250 983,6 29,0 2550 742,1 21,9
300 977,7 28,9 2600 737,4 21,8
350 971,9 28,7 2650 732,8 21,6
400 966,1 28,5 2700 728,2 21,5
450 960,3 28,4 2750 723,6 21,4
500 954,6 28,2 2800 719 21,2
550 948,9 28,0 2850 714,5 21,1
600 943,2 27,9 2900 709,9 21,0
650 937,5 27,7 2950 705,5 20,8
700 931,9 27,5 3000 701,0 20,7
750 926,3 27,4 3050 696,5 20,6
800 920,0 27,2 3100 692,1 20,4
850 915,2 27,0 3150 687,7 20,3
900 909,0 26,9 3200 683,3 20,2
950 904,2 26,7 3250 679,0 20,1
1000 898,7 26,5 3300 674,6 19,9
1050 893,3 26,4 3350 670,3 19,8
Appendix
ICAO standard atmosphere
h h T T p p r g n*106
T/T0 p/p0 d 1/S d Vs (m2/s)
(m) (ft) (°C) (°K) (mmHg) (kg/m2) (kgs2/m4) (kg/m4)
-1000 -3281 21,5 294,5 1,022 854,6 11619 1,124 0,137 1,347 1,099 0,957 344,2 13,4
-900 -2953 20,8 293,8 1,020 844,7 11484 1,111 0,136 1,335 1,089 0,958 343,9 13,5
-800 -2625 20,2 293,2 1,018 835 11351 1,098 0,134 1,322 1,079 0,962 343,5 13,6
-700 -2297 19,5 292,5 1,015 825,3 11220 1,085 0,133 1,310 1,069 0,967 343,1 13,7
-600 -1969 18,9 291,9 1,013 815,7 11090 1,073 0,132 1,297 1,058 0,971 342,7 13,8
-500 -1640 18,2 291,2 1,011 806,2 10960 1,060 0,131 1,285 1,048 0,976 342,4 13,9
400 -1312 17,6 290,6 1,009 796,8 10832 1,048 0,129 1,273 1,039 0,981 342 14,0
300 -984 16,9 289,9 1,006 787,4 10705 1,036 0,128 1,261 1,029 0,985 341,6 14,1
200 -656 16,3 289,3 1,004 779,2 10580 1,024 0,127 1,249 1,019 0,990 341,2 14,3
100 -328 15,6 288,6 1,002 769,1 10455 1,011 0,126 1,237 1,009 0,995 340,9 14,4
0 0 15 288 1 760 10332 1 0,125 1,225 1 1 340,5 14,5
100 328 14,3 287,3 0,997 751,0 10210 0,988 0,123 1,213 0,990 1,004 340,1 14,6
200 656 13,7 286,7 0,995 742,2 10089 0,976 0,122 1,202 0,980 1,009 339,7 14,7
300 984 13,0 286,0 0,993 133,4 9970 0,964 0,121 -1,191 0,971 1,014 339,3 14,8
400 1312 12,4 285,4 0,991 724,6 9852 0,953 0,120 1,179 0,962 1,019 338,9 14,9
500 1640 11,1 284,7 0,988 716,0 9734 0,942 0,119 1,167 0,952 1,024 338,5 15,1
600 1969 11,1 284,1 0,986 707,4 9617 0,930 0,117 1,156 0,943 1,029 338,1 15,2
700 2297 10,4 283,4 0,984 699,0 9503 0,919 0,116 1,145 0,934 1,034 337,8 15,3
800 2625 9,8 282,8 0,981 690,6 9389 0,908 0,115 1,134 0,925 1,039 337,4 15,4
900 2953 9,1 282,1 0,979 682,3 9276 0,897 0,114 1,123 0,916 1,044 337 15,5
1000 3281 8,5 281,5 0,977 674,1 9165 0,887 0,113 1,112 0,907 1,049 336,6 15,7
1100 3609 7,8 280,8 0,975 665,9 9053 0,876 0,112 1,101 0,898 1,055 336,2 15,8
1200 3937 7,2 280,2 0,972 657,9 8944 0,865 0,111 1,090 0,889 1,060 335,8 15,9
1300 4265 6,5 279,5 0,970 649,9 8835 0,855 0,110 1,079 0,880 1,065 335,4 16,0
1400 4593 5,9 278,9 0,968 642,0 8728 0,844 0,109 1,069 0,872 1,070 335 16,2
1500 4921 5,2 278,2 0,966 634,2 8621 0,834 0,107 1,058 0,863 1,076 334,7 16,3
1600 5249 4,6 277,6 0,963 626,4 8516 0,824 0,106 1,048 0,855 1,081 334,3 16,4
1700 5577 3,9 276,9 0,961 618,7 8412 0,814 0,106 1,037 0,846 1,086 333,9 16,6
1800 5905 3,3 276,3 0,959 611,2 8309 0,804 0,104 1,027 0,838 1,092 333,5 16,7
1900 6234 2,6 275,6 0,957 603,7 8207 0,794 0,103 1,017 0,829 1,097 333,1 16,9
2000 6562 2 275 0,954 596,2 8106 0,784 0,102 1,006 0,821 1,103 332,7 17,0
2100 6890 1,3 274,3 0,952 588,8 8005 0,774 0,101 0,996 0,813 1,108 332,3 17,1
2200 7218 0,7 273,7 0,950 581,5 7906 0,765 0,100 0,986 0,805 1,114 331,9 17,3
2300 7546 0,0 273,0 0,948 574,3 7808 0,755 0,099 0,976 0,797 1,120 331,5 17,4
2400 7874 -0,6 272,4 0,945 576,2 7710 0,746 0,098 0,967 0,789 1,125 331,1 17,6
2500 8202 -1,2 271,7 0,943 560,1 7614 0,736 0,097 0,957 0,781 1,131 330,7 17,7
2600 8530 -1,9 271,1 0,941 553,1 7519 0,727 0,096 0,947 0,773 1,137 330,3 17,9
2700 8858 -2,5 270,4 0,939 546,1 7425 0,718 0,095 0,937 0,765 1,143 329,9 18,0
2800 9186 -3,2 269,8 0,936 539,3 7332 0,709 0,094 0,928 0,757 1,149 329,6 18,2
2900 9514 -3,8 269,1 0,934 532,5 7239 0,700 0,093 0,918 0,749 1,154 329,2 18,3

Warranty statement
Warranty applies to individual parts and components only.
The warranty does not include costs related to the transport of the product, goods and spare parts as
well as costs related to the merchandise’ temporary storage. Pipistrel d.o.o. does not offer guarantee for
the damage caused by every day use of the product or goods. Pipistrel d.o.o. does not guarantee for the
lost profit or other financial or non-financial damage to the client, objects or third party individuals .
Warranty voids:
- in case that the customer has not ratified the General Terms of ownership with his/her signature;
- in case the aircraft or the equipment is not used according to the Pipistrel d.o.o.’s instructions or
aircraft’s manual and eventual supplemental sheets;
- in case when the original additional and/or spare parts are replaced with non-original parts;
- in case additional equipment is built-in without Pipistrel d.o.o.’s prior knowledge;
- in case the purchased goods were changed or modified in any way;
- in case when the defect is caused by user’s deficient maintenance, inappropriate care and/or cleaning,
user’s negligent handling, user’s inexperience, due to use of product and/or its individual parts or
components in inadequate conditions, due to prolonged use of the product or goods, due to product
and/or parts’ over-stressing (even for a short duration), due to the fact a repair was not carried out
neither by Pipistrel d.o.o. nor by its authorised personnel;
- in case parts that become worn out by every day use (e.g. the covers, pneumatics, electric instruments,
electric installation, bonds and bindings, cables, brake plates, capacitors, cooling devices, various pipes,
spark-plugs, exhaust systems…)
- the owner must ensure regular engine check-outs and maintenance. Some maintenance works that
are demanded by the engine manufacturer must be carried out at Rotax’s authorised service centres.
In case the written above is not fulfilled, warranty voids.

Pipistrel d.o.o. Ajdovščina

podjetje za alternativno letalstvo
Goriška cesta 50a
SI-5270 Ajdovščina
Slovenia
tel: +386 (0)5 3663 873

fax: +386 (0)5 3661 263
e-mail: pipistrel@siol.net
www.pipistrel.si

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Operator’s manual

applies to “Plus”, “Spider” and “Twister” trikes

updated in July, 2006

This is the original manual of Pipistrel d.o.o.

This booklet MUST be present inside the cockpit at all times!

Aircraft emtpy weight (kg):

Available fuel weight (kg):

Available cargo weight (kg):

Installed appliances included in aircraft empty weight:

Date and place of issue: Ajdovščina,

List of valid pages

Weight and balance

Aircraft and systems on board

Handling and maintenance

This page is intentionally left blank.

Notes and remarks

Technical data & 3-view

Introduction Certification basis

All text, design, layout and graphics are

Notes and remarks

WARNING! Disregarding the following instructions leads to severe deterioration of flight

CAUTION! Disregarding the following instructions leads to serious deterioration of flight

Technical data & 3-view drawing

Wing technical data

WING Hazzard 15 Hazzard 12

Engine, fuel, oil

Minimum equipment list

Oznake na merilniku hitrosti

Engine, fuel, oil

Fuel and oil

Engine instrument markings

Cylinder head temp.

Following NON-aerobatic manoeuvres are permitted as defined:

Minimum equipment list

• fly in heavy rainfalls;

• fly during thunderstorm activity;

• perform any form of aerobatic flying;

Electrical cable fire

Pre-stall with engine idle or off

Pre-stall under power

After reinitiating horizontal attitude, add throttle and continue flight.

Engine failure en-route

Provided there is enough height, react as follows:

Emergency landing out

1. Come to a full-stop, engage starter and set throttle to full power.

Engine fire in flight

Electrical cable fire

Should you be suspecting carburator icing to take place, descent immediately!

Normal procedures and

Assembling the powered-hangglider

Assembling the Hazzard wing(s)

Push the swivels at the wingtips into their po-

2-view wing drawing

Assembling the trike

Conducting the preflight check-up

Engine warm-up procedure

Warming-up the engine you should:

Take-off and initial climb

Fuel quantity: sufficient

Now release brakes, line up and add full power.

CAUTION! Keep adding power gradually.

WARNING! Always take-off into the wind!

Cruising in rough atmosphere

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The Rotax 582 engine is watercooled.��